Railway draft rigging



Sept. 13;" 1932.

J. F. OCONNOR RAILWAY DRAFT RIGGING Filed Jan. 28, 1929 .ww rm m J means, cooperatingshock absorber means and thus protectlng tlillnmen against j y by 55 travel of'the coupler in buff, a yoke connect- Patented Sept. 13, 1932 I I I p uni-TesLAr s, ATENT omen,

JOHN?- Ii, O QONNOR, OF CHICAGO, ILLINOLIS, AS SIGNOR TO W. H. MINER, INCL, OF CHICAGO,

ILLINOIS, A CORPORAZCION OF DELAWARE RAILWAY' DRAFT R'IGGING Application filed January 28, 1929. I Serial No. 335,4=79.

This invention relates to-improvements in dj e t e ead and t e ma m enil d ft i i v SIOII Qf the coupler with respect to said sup- One object of the invention is toprovide p g m m r be g n gr te than the a il d ft i i i l d coupler amount of movement of the coupler 1n draft,

a front follower element having an extension belng g between the coupler headand for supporting the coupler shank closely ad the a(113C611t Parts of fi rfi Outer Stop jacent the head of the coupler to maintain the means i follower lncllldlng members horizontal alignment thereof with the parts x g" ELCTPSS the follower and anchored of the draft rigging, together with outer stop to the draft Slusmeans for limiting the outward movement of Other and further Oblects of the fi l the follower, includingmembers fixed to the W111 clearly pp from the descrlptlon draft silk I and clalms hereinafter following.

Another object of the invention is to prow a fomlng P f of the videa railway draft rigging including coupr' e t P1811119 1 1S q e 'h ler means having longer travel in buff than 151ml sectional Vlew Portion -lm in draft, shock absorbing'means cooperating structllre at l end of the Yallway with the coupler means, an outer follower my .lmprroveiment's for the shock absorbing'means having a sup- Hectic-T1 therewlth; f 2 1s a hOHZOIIFiLI, portingmember for the coupler Shank fomb longitud nal sectional view, corresponding ing a part. of said follower, the supporting subsmlitlauy f the 22 of Flgur? portion sustaining the coupler shank closely fitnclFlgure 3 1S vel'tlcaL transvgrse adjacent the head thereof', and front stop t- V1eW corrlspondmg substantmuy to the means for limiting outward movement of of Flgure I the follower including key elements engaging In 531d i 1OT 1O mdmate Channel" the follower and also serving to guide the p center S1113 Whlchextend through the inner end of the Coupler Shank and support usual body bolster lland are secured thereto. ing the same to prevent rocking and drooping A'c9mbmed.b0dyb01ster finer and rear of the coupler heacLv 1 casting 12 1s interposed between the sills, N

A still further object. of the invention is f s bemg mm? deslgn and S0 to provide a railway draft rigging including l/ngl" felq'wardly extendmg Side m 13 1.3 a coupler having relatively longer travel in and bufllng face h .t 1S, buff than in, draft, shock absorbing means provided Wlthlthe usl-mlcenter'pui recewmg cooperating with the coupler including two Opemng as shown In the l g Separate Shock absorbing mechanisms One'of underframe structure ofthecar is provlded which is actuated through the coupler and the h the usual channel-shaped end $111; 15 other shock absorbing mechanism interposed havmg an Openmg 16 adaptedto accommothereb etween, to provide relatively lon er date h cquphir Shank" The bottom Wall b of the opening is defined by a carryiron- 17 secured to the bottom flange of the end sill ing the coupler and one of said shock absorb- '15 a Wear plate 18 being Supported the in mechanisms whereh said shock e I i y absorb carry lron.

ing mechanisms is actuated only on outward I c. r movementofthe coupler-to provide the shortng ;figifigfibggi2 er travel. ofthe latterin draft, a front or outit di ll di d i forc d couple;- key erfollowerrcooperatmg w th said last named receiving id l t 20-20. Th ch ek h ck a s r lngi mechfilllsm, the Q plates are provided with angular-1y extended having a supp rting member forthe-coupler flange sections: 2121 at the; forward ends formed as apartof the same, the supportlng thereof, which are riveted to the vertical web member engaging; the coupler shank closely of the :end sill 15. Each cheek plate is extended above and below the slot 20, as clearly shown in Figure 3, the top and bottom portions being provided with key receiving openings 2222 which are reinforced, as shown, the web of the corresponding center sill being provided; with openings adapted to receive the reinforcements about said key receiving openings.

In connection with my improved railway draft rigging, I employ the usual coupler, which is designated by 23. 'The coupler comprises the usual shank portion which is disposed within the opening 16 and a head at the outer end, the head being only partly shown in the drawing. The coupler is connected to a horizontally disposed U-shaped yoke 24 by means of a transverse coupler key 25 extending through an opening in the coupler shank and aligned openings 26-26 in the side members of the yoke. A shock absorbing mechanism of the friction type'is disposed within the yoke, the same comprising the usual friction shell 27, cooperating friction shoes 2828 and wedge member 29. As will be understood, the friction. shell contains the usual shock absorbing springs which oppose inward movement of the shoes. The inner end portion of the shell bears directly on the transverse cross member at the inner end of the yoke. A combined follower and supporting sleeve member 40 accommodates the shank portion of the coupler 23 and also the front ends of the arms of the yoke 24. The sleeve portion of this member is of substantially rectangular cross section and has spaced top and bottom walls 303O extending the entire length of the sleeve, spaced relatively short side walls 31-31 at the forward end of the sleeve, and a transverse vertical rear end wall 32, of relatively great thickness, forming the front or outer follower member cooperating with the friction shock absorbing mechanism. As shown in Figure 2, the Wall 32 is cut away at opposite sides so as to accommodate the side members of the yoke 24:. The front end of the side members of the yoke are spaced such a distance from the inner ends of the side walls 31 of the sleeve so that a certain amount of relative movement is permitted between these parts. As shown, the inner faces of the side walls 31 converge outwardly to correspond with the shape of the shank of the coupler and are spaced therefrom so as to permit a certain amount of lateral swinging movement of the coupler.

The front end of the sleeve terminates closely adjacent the head of the coupler and the bottom wall 30 is provided with an upstanding flange 33 at the forward end there of, on which the coupler shank is supported. The top wall. is provided w"h a similar ue but the latter is spaced from the top face of the coupler shank, as shown in Figure 1. l.ho inner end of the coupler shank bears directly on the follower member 32 and the latter has a wedge block 29 of the friction shock absorbing mechanism bearing thereon.

Outward movement of the front follower 32 is limited by stop means comprising top and bottom fixed keys 3&3-l extending through the sides of the sleeve section and having their opposite ends disposed in the key receiving openings 22 of the cheek plates. The keys may beheld again st removal by any well known means, cotter pins being shown as employed in the present I we The keys 31 are spaced apart such distance as to embrace and guide the inner end of the coupler shank, thereby preventing tilting or rocking movement of the coupler on the porting flange 33. The inner edges of the keys 34: are normally engaged by the follower 32, thus positively limiting the outward movement of the same. The sleeve portion of the combined follower and supporting member f r the coupler shank is directly supported on the wear plate 18 associated with the carry iron 17.

A spring shock absorbing mechanism is in terposed between the shell of the friction shock absorbing means the stop face 14: of the filler casting 12. A

A, shown, the spring shock absorbing mechanism compris s a rear follower block 35 forming a spring cage, the same being provided with top and bottom spring receiving pockets open at the iront end and closed at the rear end by a transverse wall 36. The resilient member of this shock absorbing means preferably comprises upper ar lower spring members 37-37, each 00111131". -ng inner and outer coils. The spring members 37 hear, at their front enes, on a follower block 38 which is transversely recessed on the forward side, as indicated 39, to accommodate the ransverse end member of the yoke 24. The opening 39 is of such a size as to provide clearance between the end face of the cross member of the yoke and the inner wall of the opening, so that the follower 38 bears directly on the rear end wall of the friction shell 27. The follower block 35 is preferably of the 59.213 length as the forwardly extending arms 13 of the filler casting, so that the rearward movement of the follower block 38 will be arrested by engagement with both the block 35 and the front ends of the stop arms 13.

As shown in the drawing, a slight clearance is provided between the front edge of the coupler key and the front wall of the key receiving opening in the coupler shank, and the rear edge of the key is spaced an appreciable distance from the rear end walls of the slots 26 of the yoke arms. It will be evident that the coupler shank is thus displaceable inwardly with respect to the key to a limited extent before the key will be fo' ced rearwardly with the coupler, movement of the coupler inwardly of the yoke being thus perslots in the side arms .of the yoke.

mitted to an extent in excess of the inward movement of the key in the slots 26, thereby the front ends of the yoke arms will be engaged by the side walls of the sleeve member. The friction shell 27 and the follower block or spring cage 35 are supported from the draft or center sills 10 by saddle plates 5959, three such plates being preferably employed, one of the same supporting the member 35 substantially centrally thereof, another supporting the friction shell substantially centrally, and a third supporting the friction shell at the rear end thereof. In this connection, itis pointed out that the inner end of the combined sleeve and follower 40 is supported by the upper key 34, thereby keeping the same in proper horizontal alignment.

The operation of my improved railway draft rigging, during outward or draft movement of the coupler, is as follows: The yoke 24 will be pulled outwardly with the coupler by means of the connecting key 25,thereby compressing the friction shock absorbing mechanism between the inner end of the yoke and the follower member 32 which is held stationary by the keys .34. Compression of the friction shock absorbing mechanism is limited by engagement of the front end'of the shell with the follower 32.

Upon release, the expansive action/of the spring resistance means within the shell will force the friction shoes and wedge block outwardly, thereby restoring the parts to the normal position shown in the drawing. During a buffing action or inwar-dmovement of the coupler, the follower member 32 will be carried inwardly compressing the friction shock absorbing mechanism and at the same time forcing the follower block v38 rearwardly through the medium of the shell 27, thereb com ressin the s rin s 37 a ainst the end 23 Z 3 wall of the follower block 35 which is held stationary by engagement with the combined filler and stop casting 12. Compression of the friction shock absorbing mechanism is limited by engagement of the follower 32 with the front end of the friction shell and compression of the spring shock absorbing mechanism is limited by engagement of the follower block .38 with the front end of the follower block 35 andthe arms .13 of the stop casting". It will be evident that the travel of the coupler during the action last described is greater than the travel of the same during the draft action,--the travel inbulf being equal to the combined compression strokes of the friction and spring shock absorbing mechanisms. Inasmuch as the follower 32 forms a part of the sleeve in which the coupler shank is housed, the coupler and fol lower, together with the sleeve member, will move in unison both during the inward movement of the coupler in bud and the outward movement in release after the bu tling action, with the result that the coupler head will be always spaced the same distance from the front end of the sleeve during said action;

Extension of the coupler with respect to the sleeve occurs only during the draft ac tion of the mechanism and never exceeds the amount of the compression stroke of the fricalignment of the coupler shank with the remaining parts of the.ra1lwaydraft rigging, i",

the front end portion of the shank being supported onthe transverse flange of the sleeve whlle the rear end is guided between the keys 3484l which also act as front stops for the friction shock absorbing mechanism. In addition, the sleeve is supported by the usual carry iron at the forward end and by the up per'key 34 at the rear end.

While I have herein shownand described what I consider the preferred manner of carrying out my invention, the same is merely illustrative and I contemplate all changes and modifications which come within the scope of the claims appended hereto.

I claim:

' 1. In a railway draft rigging, the combination with center sills; of a coupler; shockabsorbing means; yoke means connecting the coupler and shock absorbing means; a movable supporting member for the coupler shank, said supporting member supporting the coupler shank forwardly of the connection thereof with the yoke, in all operative positions of the coupler; an outer follower cooperating with the shock absorbing means, said follower being rigid with said supporting member; and outer stop means for said follower fixed to the center sills.

2. In a railway draft rigging, the combination with spaced center sills; of a coupler;

shock absorbing means; yoke means connecting the coupler and shock absorbing means; a movable supporting sleeve for the coupler shank; an outer follower cooperating with the shock absorbing means, said outer follower being rigid with said sleeve; and outer stop means fixed to the sills extending through said sleeve and cooperating with said follower to limit the outward movement thereof.

3. In a railway draft rigging, the combination with spaced center sills; of a carry iron secured to the sills adjacent the outer ends thereof; a coupler; shock absorbing means; yoke means connected to the coupler and enclosing said shock absorbing means; an inner stop casting between the sills; a second shock: absorbing means interposed between the yoke and stop casting; outer stop means fixed to the sills; an outer follower cooperating with said first named shock absorbing means, said outer follower having its outward movement limited by said outer stop means; and a supporting sleeve into which the coupler shank extends, said sleeve being slidab-ly supported by the carry iron outwardly of the connection of the coupler with the yoke and overlapping said carry iron in all operative positions thereof and forming a part of the outer follower, said sleeve engaging and supporting the coupler shank outwardly of the connection of said shank with the yoke.

4:. In a railway draft rigging, the combination with spaced center sills; of a coupler; shock absorbing mechanism between said sills; a back stop casting; a second shock absorbing mechanism interposed between the back stop and the first shock absorbing mechanism and actuated through the latter; a yoke connecting the first named shock absorbing mechanism and coupler; a follower cooperating with said first named shock absorbing mechanism, said follower having an extended sleeve mem aerrccei ving the coupler shank and supporting the same closely adjacent the head of the coupler; and transversely disposed keys anchored to the sills and limiting outward movement of said follower.

5. In a draft rigging for railway cars, the

combination with draft sills and a coupler;

of a yoke enclosing a shock absorbing means, said yoke and coupler having a lost motion connection; a supporting member for the coupler shank, having a front follower men ber forming a part thereof, said supporting member engaging the under side of the coupler shank outwardly of the connection thereof with the yoke and retaining bars anchored to the sills, disposed above and below the coupler shank at the inner end thereof and closely embracing the shank.

6. In a draft rigging for railway cars, the combination with center sills and a coupler;

of a horizontal yoke including spaced side members and a transverse inner end member; a key connecting the side members of the yoke to the coupler shank; a front follower provided with a forwardly extending supporting member engaging beneath the coupler shank adjacent the coupler head, said supporting member being sustained by the usual carry iron of the railway draft rigging, 7

said member supporting the shank of the coupler adjacent the coupler head; means anchored to the center sills cooperating with the inner end of the coupler shank to prevent vertical displacement thereof, said means forming front stop members for limit- V 30 ing outward movement of the follower; and shock absorbing means within the yoke cooperating with sald follower.

7. In a railway draft rigging the combi- W nation with spaced center sills of coupler means adapted to receive the actuating force in buff and in draft; a shock absorbing means cooperating with said coupler means and actuated thereby in buff; second shock absorb-I,

ing means actuated through movement of said shock absorbing means in buff; con necting means between said coupler means and first shock absorbing means for effecting compression thereof in draft, independ ent of the second named shock absorbing means; follower means cooperating with said first named shock absorbing means, said follower means having a sleeve portion forming a part thereof, said sleeve receiving the coupler shank, the outer end portion of said 1 sleeve supporting said coupler shank; and

means secured to said draft sills at the outer ends thereof for shdably supporting said sleeve portion of the follower, said sleeve portion overlapping said supportingmeans in all operative positions of the sleeve.

8. In a railway draft rigging, including center sills and a rear stop member, the combination with a coupler element adapted to receive the actuating force in both buff and 310 draft; of friction shock absorbing means; spring shock absorbing means interposed be tween the rear stop and the friction shock absorbing means, said spring shock absorbing means being compressed in buff through the permissible compression stroke of said 12 mechanism only; a sleeve receiving and supporting the coupler shank adjacent the coupler head, said sleeve having a front follower member formed as a part thereof and coop-.

crating with the friction shock absorbing 339 means; and outer stop means for limiting the outward movement of said sleeve.

9. In a draft rigging for a railway car, the combination with a carry iron at the end of the car; of a coupler; a shock absorbing means; yoke means connecting the coupler and shock absorbing means; a movable supporting slide for the coupler shank supported on the carry iron and normally extending outwardly beyond said carry iron, said slide engaging the coupler shank in supporting relation at a point outwardly of the connection thereof with the yoke; an outer follower for the shock absorbing means, said outer follower being formed rigid with said slide; and outer stop means cooperating withsaid follower.

10. In a railway draft rigging including center sills and a carry iron at the outer ends of the sills, the combination with a coupler element adapted to receive the"actuating force in both buff and draft; of shock absorbing means; and an outer follower coop erating with the shock absorbing means, said follower having an integral sleeve portion guided on the carry iron and'receiving the coupler shank, the outer end section of said sleeve portion normally engaging the 'coupler shank in supporting relation outwardly of the carry iron member, said sleeve portion overlapping the carry iron in all operative positions of the sleeve portion.

In witness that I claim the foregoing I have hereunto subscribed my name this 24th day of January 1929.

JOHN F. OCONNOR. 

